Speed-regulator for internal-combustion engines.



will K PATENTED AUG. 20, 1907. J. GROUVELLE & H. ARQUEMBOURG.

SPEED REGULATOR FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED SEPT. 24. 1902.

2 SHEETS-SHEET I.

No. 863,916. PATENTED AUG. 20,- 1907. J. GROUVELLE 2 H. ARQUBMBOURG.

SPEED REGULATOR. FOR INTERNAL COMBUSTION ENGINES. APPLIOATION FILED snr'r. 24, 1902.

2 SHEETS-SHEET 2.

o o iigd 4 J' y Jw Z J J W/T/VESSEJ:

M-ZWN F JULES GROUVELLE AND HENRI ARQUEMBOURG; OF PARIS,-FRANGE.

SPEED- RE GULATOR FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Aug. 20, 1907.

Application filed September 24, 1902; Serial No. 124.649.

' To all whom. it may concern:

it known that we, Ji'tns Gnot'vELL'E and'HExm Jinoi'ennot'ne, trading as LA Socnri; .lL'Lss Gnoc- YELLl-J in H. Anoi'nnno the. citizens of the French Re- 7 public, residing at 71 Rue du Moulin-Vert, Paris, in the French. Republic, have invented new and useful 1mprovements in Speed-Regulators for InternaLCombus tion Eugines,\ol which the following is a specification.

This invention relates to improved means, particu-' larly, but not exclusively designed for employment with automobiles, for regulating the speed ol' internal comluistion engines or engines operated by the-explosion of successive charges of hydrocarbon vapor mixed with air the objects being to effect the automatic regulation of the speed of such engines, and to render such speed capable of being limited to suit the conditions for the time prevailing.

In the accompanying drawings, we have illustrated, by way of example, certain arrangcmentsof our improved means for regulating the speed of explosion engines.

. Figure l. is a diagrammatic view showing, in lull lines, an explosion engine which is assumed to'bc of the four cycle type and provided with an ordinary carbureter.

Figs. 2 and 3 are diagrams hereinafter more particularly referred to.- Figs. a and 5 are detail views in vertical section illustrating our improved regulating device. Fig; 6 is a comprehensive view in elevation with partial sections illustrating our improved means for rapidly reducing or accelerating the speed of the motor. Fig.

is a plan of the c'ock employed. Fig. 8 is a section taken on the line ;r-.1; and Figs. 9 and 9 are sections taken on the line.yy in Fig. 6. Figs. 10, ll and 12 lire sections of a form of union for use in the air-pipe.

'rissuming our invention to be applied, by way of example, to an engine of the four cycle type, a is a reservoir for the spirit whereof the level is maintained constant by means of a float. b is the atomizing mixer of the carbureter in communication with the 'reservoir a by way of a pipe. The mixture-is supplied to the combustion chamber of the working cylinder d by means of a suction pipe 0, the said cylinder being provided with an oil bath casing. is the exhaust pipe andf the fly-wheel. Xow let it be'supposed that the engine thus represented is not furnished with any automatic speedregulating"device (that in each complete flow therein,.an'd the said nozzle being disposed as close as may be to the mixture inlet-valve; this smallbore pipe 9 is further led to a suitably formed chamber 71 provided with apressu regage'i. We willnow examine the variations of the. pressures in the chamber h upon the speed of the engine being varied by applying the brake- During thefirst period which corresponds with the suction, there is produced in the pipe 0 a partial vacuum and, during the remaining three periods, the pressure therein becomes. practically equal to that of the atmosphere. As the engine continues to run, these phenomena occur repeatedly in the same order. Now, the pressures mentioned above are transmitted in succession to the chamber h by way of the pipe 9, but, if I the said pipe be of sufficiently small diameter and the said chamber h be of sufiicient capacity, the said pressures will not have time to be transmitted integrally by reason of'the elasticity of the transmitting fluid, and, consequently, the pressure indicated by the gage 'i will correspond with the mean of the successive pressures which occur, during a complete cycle, in the, pipe c.

If p denotes the pressure during the suction period, P the pressure of the atmosphere, and T the pressure indicated by the gage i, the following formula may he arrived at:w,

With the aid. of this formula, it is easy to see that 7f varies with the speed of the cngine," since it is only necessary to show that varies, because P must remain constant. Now the pressure p depends not only on the resistance to be overcome in the carbureter a-b, but also on the velocity of the air, in the pipe 0, which, in turn. depends on the speed of the engine, since the volume of air drawn in during the first period is practically constant, while the duration of the aforesaid first period varies with the speed of the engine. it is, 1l101'OVe1.'I1O less easy to prove experimentally that the depression in the chamber h is greater the greater the speed of the engine, and the phenomenon can, therefore, be represented by a curve such as that shown in Fig. 2, in which 0 a: is thelline'ot' the speeds of the engine (at the same time as the line or atmospheric pressure), and o-y is the line'of depressions in the chamber 11. Now, (as indicated in Fig. 1) connect to the chamber h an air-supply pipe 9' provided with a cock is, and let ussupposethat the diameter of the said pipe j is relatively large in relation to the diameter of the before-mentioned pipe 9. Further, let us suppose that the engine runs at a constant speed, and'lct us inquire :why, under these newcom-litions, the pressures vary in the chamber hv when the cock is is turned. When the cook it is closed, there is pro duced in the. chamber 71 the maximum depression corresponding to the speed of the engine. When,

on the contrary, the cock I: is completely open, the

pressure in the chamber h is practically equal to that of the atmosphere, since "the pipe j, which is com- 'paratively large in diameter, offers practically no included between that of the before mentioned maximum depression and that of the atmospheric pressure. it is, moreover. no less easy to prove experimentally that matters occur in this manner, and the phenom enon may. therefore. be represented vby a curve such as that shown in Fig. 3. in which o .'1: is the line of degrees of opening of the cock I: (at the same time as the line of atmospheric pressure). and oy the line of maximum depressions. As to the point 2, it corresponds to the complete opening of the cock k.

As will be seen. the phenomena represented by the curves in Figs. 2 and 3 are utilized for the regulation of the speed of explosion engines according to our improved method, and only by actingon the admission (in the vessel in which the mixture is produced with or without spraying) of the substance that causes the said explosions (spirit, petrol, alcohol, gas, etc.), and. consequently, dispensing with all more or less complicated parts. 'It is obvious, therefore, that if, in the example showriin Fig. l. and by means of a suitable valve. placed at some part of the pipe that connects a to b, we throttle or even clcse the passage for the spirit. we shall reduce the power of the explosions, or we shall even entirely suppress the said explosions. sothat the engine will run at a reduced speed, or will stop entirely if communication be not reestablished between a and b at the required time. Now. if the bottom of the chamber h were composed of a flexible memb'rane, provided with a spring, or loaded by a weight, it is certain that, under the influence of the partial vacuum produced by the suction stroke of the engine, this membrane would rise or fall according to the direction of the difference of the actions exerted on its two surfaces, and it is these rising and falling movements that are utilized by us to control, in the special arrangement shown in Fig. 4 in sectional elevation, at light valve placed at some part of the pipe't-hat connects a to b. As will be seen in this figure, the pipe j, which is of greater diameter than the pipe g, is placed in communication, by way of a rigid or a flexible pipe, with the cock I: which has a cone and a milled head, for the supply of external air, the said cock being supposed to be placed within reach of the automobile drivers hand, and the bottom of the chamber h is formed of a flexible membrane 1 of skin, leather, rubber, thin metal, etc., the central portion of which is held between two metal washers and the edges of which are clamped in the corresponding joint. The upper part of the chamber It has, in addition to the unions for the v pipes j and g, a screwed stopper m which terminates,

on. the exterior, in a milled head, and serves as a guide, in the interior, for a rod fixed to the center of the membrane 1, and for a helical spring n which operates the said membrane 1, and the tension of which can be regulated by turning the before mentioned milled head in one direction or the other. The holes 1 place the lower surface of the membrane l in communication with the atmosphere, and a rod q, fixed to the cen ter of the said membrane 1, bears at its lower end against the valve 1, which is provided with a helical spring s and is adapted to open or close the passage for the spirit. The spring 3 holds the valve r on its seat when the rod q does not bearon the said valve 1, and the springs n ands are adjusted in such a way that the said valve T, which is generally more or less open, is at once closedunder the influence of a minimum depression in the chamber.

The operation is as follows: Assuming the engine to be running at a normal speed of say 1000 revolutions i and that, under these conditions, when the cock I: in the large-bore pipe is closed, the depression in the chamberk is equal to 500 millimeters of water, and only and that the tension of the spring npertainjmg to the diaphragm Z is adjusted in such a mannertnat a depression of 100 millimeters of water in the chamber h is required to raise the said diaphragm and close the valve 1' which controls the supply of spirit, it follows that, when the said cock k and the said yalve r are open, the engine will have a tendency to race if the power thereof be greater than the resistance of the vehicle. If however, the cock is be gradually closed, until the depression in the chamber 72 is slightly in excess of 100 millimeters of water. the diaphragm I will be caused to ply of the spirit is interrupted, with the result that the speed of the engine is reduced. The tendency now will be for the depression in the chamber it, above the diaphragm Z, to lessen and so, in due course, to effect supply of spirit. Thus, the engine will be maintained at a speed of running slightly below 1000 revolutions. By continuing the closure of the cockJc, the cycle of operations just described will be repeated and the speed of the engine, at each fresh partial closing of the said coek unay be rendered less than the speed immediately preceding. It will thus be seen that the speed of the engine may be varied from racing to a complete stoppage.

The above described method of regulating is particularly adapted for employment in connection with explosion engines for automobiles as indicated, since the said method enables the cock k to be placed within convenient reach of the driver, and all more or less complicated mechanism is dispensed with. If preferred, however, the regulation of the speed of the engine and the regulation of the variations of this speed may be simplified. According to this simplified mode of working, let it be supposed that the cock is be constantly closed, or that the union for the pipe 7' be dispensed with and the chamber closed as regards such an outlet. The depression which will be prod need at each instant in the chamber h, while the engine is running at a certain speed, will be precisely that which ivill correspond, also at each instant. with the same speed, and, therefore, if it be desired to run the engine at a pre-determincd speed, it will be suflicient to adjust the tension of the spring n in such a manner that its action becomes equal to the action of the depression which acts on the diaphragm l at the same speed. This may be accomplished by turning'( by hand), in

to 50 millimeters of water when the said cock is open,

rise and effect the closing of the valve 1 so that the supthe re-opening of the valve r so as to reestablish the the one orthe other direction, thehcrewed stop in and milled head, either directly or through suitable mechanism. I v 7 Under certain conditions of working, especially in neighborhoods where the traffic is congested, the necessity frequentlyarises for rapidly reducing the speed of the motor as well as for rapidly accelerating the same, in order to avoid an obstacle, to keep within,

leave, or enter the line of traffic. G0mpliance with these conditions mayundoubtedlybe yielded by means of the regulating cock it before referred to, but a certain amount ofin'convenience would arise, because tablishes a through-w: y in the pipe The piston is,

however, so constructed that, by completely depressing the same in the direction of the arrow in Fig. 6,

its superior cylindrical shut part closes the hollow of the barrel, andconsequently; the pipe j against the atmosphere,.while, upon rotating the said piston, as indicated by the arrow in Fig. 7, the interior of the pipe is placed in free communication with the atmosphere, as shown in Fig 9, by way of an aperture n in thejbarrel. Forthese different purposes, the piston nis provided with a combined axial and diametrical 'bore a. The piston is maintained in its normal position by means of a spring it", preferably arranged about an exterior extension or stem if, the spring being fitted in such a manner that it assists the return of the piston after having been depressed or rotated. A suitable push button or head a and a lateral arm ,u are formed, or provided, on the extension or stem its, the arm being arranged to engage stops it? formed, or provided, on:

the barrel and thereby limit the rotary movements of the piston. Thus, upon depressingthe piston until it arrives at the bottom of its'travel, th eouter air is prevented from entering the pipe j, with the result that arapid reduction in thespeed of the'motor is ei fected, If, however, the piston be'rotated by means of the lateral arm-n so as to bring the aperture n in the barrel into alinement with the diametrical portion of the I bore it of the piston, the outrair will'have full access to the interior of the pipe j, with the effect that a rapid acceleration of the speed of the motor will result. It will be apparent that the arrangement of the spring u*- will effect the-return of the piston to its normal position upon its release after being eitheiydepressed or rotated, as the case may be, the speed of the motor be 'ing then regulated by the cock is.

instead of the opening and closing of the large-bore pipe to the atmosphere being'efiectcd by depressing and rotating the pisf on or'plug, the latter may be arranged for rotary movement only, the plug being returned to its normal condition by means of a suitably arranged spring. Fig. 10, ll and 12 illustrate such an arrangement 9:12 in iheunions oi the pipej are placed opposite each other upon lateral extensions of i the barrel.- The 'cock 1 provided with a circumferential groove v and a lateral aperture .1 as shown in the drawing, is assumed to be returned by a spring, or its equivalent, to its normal position in relation to the Upon turning the cock into the position shown in-Fig. 11, the ingress to the pipe j of the outer air is prevented; while, upon turning the said cock into the pdsit'pn shown in Fig. 12, the outer air has full access to t ie said pipe. It-follows that various modifications of the' cockwould readily suggest themselves to the practical m-indxand particularly to one familiar with the diiter: ent varieties of valves used in wind instruments, for

the production of music. v

The above described apparatus may also be used -with an engine having a carbui'eter wherein the spirit is admitted directly to the spraying mixer by-arrang- -ing the chamber h on the pipe. which supplies the spirit to the'said spraying mixer, a stuffing-box or the.

i like being employed in thepart tfor preventing the ingress of spirit to the chamber below'the diaphragm. Where a pump is used fordelivering the material (petroleum) through the intermediacy of a carburetor or a vaporizer, the. same device may be placed at any part'of the suction'pipe ofthe pump, carebcing taken,

however, either to balance the supply valve r, so as to remove it from-the influence of the vacuum. resulting from the working of the pump, or to substitute a cock or equivalent appliance for the said supply valve. In,

engines whereina notched distributor or disk,jop er ated by means of a ratchet-wheel, is employed, the apparatus is modified in the manner illustratedin Fig. 5. The under side of the diaphragm l is connected with a pawl Z arranged in such a manner as to operate ion the. ratchet-wheel Z? in accordance with the conditions. I

prevailing in the chamber 12, and so to arrest or suppress .the distribution or supply of spirit, the stopper I m permitting the tension of the spring n to be varied as in the arrangementpreviously described. In the tion with the atinospl'iere by inc-ans of the said opein 'ings p, but the valvc-rod is arrangcdnto, workthrough a striding-box in the part I so as to prevent the escape of gas.

It will be seen that. by the method herein described, all more'or less complicated mechanical transmission parts are dispensed with, not only in the case of aulomatic regularing"dcvices for explosion c'ngincs, but also in the case 'of the regulation of the said dcviccs by any pcrsonintrusicd with the ("are of such engines.

The dihmetcr of the pipe g-which projects into the suction pipe (1 may be variedif found rcquisiic. For instance, .it might be. oi comparatively large diainctcr and be formed with a rcslricicd orifice, provided its arrangement is such-that it offers a resistance by means of a diaphragm, oi' itanay be provided with a case of gas'engines, the effective area of the supply 70 I seatingw, e. in the position showirin Fig. 10, after i being rotated by means of'a lateral arm (not shown).

suitable cock, or have its area reduced by any other suitable means.

The adjustment of the spring n may be obtained by means of a rod arranged to slide with slight friction through the cover of the chamber h and be suitably operated. I i

In the ,event of 'a' piston being used'in place of the diaphragm, any leakage, it inconsiderable, which might occur between the piston and the cylinder wherein dispensable for effecting the objects referred to is r'endered unnecessary, the manner of regulation being so'simple that it can be carried out-by even inexperienced operators. Further, it must be noted that considerable advantage isderivablefrom the employmerit of apparatus such as we have described, inasmuch axinii m speed off automobiles may be set with bile; in conjunction with all the screw and I eads, shown in Figs. 4, 5 and 6, stops and seals beemplo d, so that the set maximum speed of he inotor cann be exceeded.

I I v I raphragm l in lieu of a piston or other similarly movable part, in the chamber h, but we claim any equivalent of a diaphragm in said chamber h for operating throttling means which regulates the supply of gas or other combustible fluid to the engine.

What we claim as our invention and desire to secure by Letters Patent, is

An internal combustion engine, having a conduit to supply it with combustible fluid, means for throttling said fluid, a diaphragm and diaphragm-chamber,- the latter connected withthe suction of the engine for producing a partial vacuum in the said chamber, means between and connecting the diaphragm with the fluid-throttling means, whereby the former controls the opening of the latter, and means for admitting air to the diaphragm-chamber at will for regulating thepressure on the diaphragm, said last named means comprising a pipe j, open at one end to the atmosphere and at the other end to the diaphragm-chamher, a valve-device u in said pipe consisting 0f a pistonvalve which is slidable and axially rotative, and which has axial and transverse parts, the spring 16 which holds said valve normally open, the stem of said piston-valve, and means carried by said stem for imparting both a slidable and rotary motion to the valve.

In testimony whereof \ve have signed our names to this specification in the presence of two subscribing Witnesses.

JULES GROUVELLE. HENRI ARQUEMBOURG.

Witnesses EDOL'ARD CAREXON, GABRIEL LRAREAU. 

